Wireless diagnostic system and method for monitoring vehicles

ABSTRACT

A method and apparatus for remotely characterizing a vehicle&#39;s performance is described. The method features the steps of: i) generating data representative of the vehicle&#39;s performance with at least one microcontroller disposed within the vehicle; ii) transferring the data through an OBD, OBD-II or equivalent electrical connector to a data collector/router that includes a microprocessor and an electrically connected wireless transmitter; iii) transmitting a data packet representing the data with the wireless transmitter over an airlink to a wireless communications system and then to a host computer; and iv) analyzing the data packet with the host computer to characterize the vehicle&#39;s performance.

RELATED APPLICATION

Under 35 U.S.C. §119(e)(1), this application claims benefit of priorU.S. Provisional Applications No. 60/222,152, entitled “WirelessDiagnostic System for Characterizing a Vehicles Exhaust Emissions” filedAug. 1, 2000; and No. 60/222,213, entitled “Wireless Diagnostic Systemfor Characterizing One or More Vehicles' Mileage, Fuel Level, and Periodof Operation” filed Aug. 1, 2000, both of which are incorporated hereinby reference; and it claims benefit of prior U.S. ProvisionalApplication No. 60/220,986 entitled “Wireless Diagnostic System forVehicles” filed Jul. 25, 2000.

In addition, this application is related to the following U.S. PatentApplications that were filed on the same day as the present application:(1) U.S. Patent Application entitled “Wireless Diagnostic System forCharacterizing a Vehicles Exhaust Emissions” with inventors Matthew J.Banet, Bruce Lightner, Diego Borrego, Chuck Myers, and Larkin H. Lowrey(U.S. Ser. No. 09/776,033); and (2) U.S. Patent Application entitled“Wireless Diagnostic System for Characterizing One or More Vehicles'Mileage, Fuel Level, and Period of Operation” with inventors Matthew J.Banet, Bruce Lightner, Diego Borrego, Chuck Myers, and Larkin H. Lowrey(U.S. Ser. No. 09/776,083), both of which are hereby incorporated byreference.

FIELD OF THE INVENTION

The present invention relates generally to the use of wirelesscommunications and diagnostic systems in automotive vehicles.

BACKGROUND OF THE INVENTION

The Environmental Protection Agency (EPA) requires vehicle manufacturersto install on-board diagnostics (OBD) for emission control on theirlight-duty automobiles and trucks beginning with model year 1996. OBDsystems (e.g., computer, microcontrollers, and sensors) monitor thevehicle's emission control systems to detect any malfunction ordeterioration that causes emissions to exceed EPA-mandated thresholds.Such a system, for example, is an oxygen sensor located in the vehicle'sexhaust manifold and tailpipe.

The EPA requires that all information monitored or calculated by OBDsystems is made available through a standardized, serial 16-cavityconnector referred to as the ALDL (Assembly Line Diagnostic Link) or OBDconnector. All physical and electrical characteristics of this connectorare standard for all vehicles sold in the United States after 1996. TheEPA also mandates that, when emission thresholds are exceeded,diagnostic information characterized by OBD systems must be stored inthe vehicle's central computer so that it can be used during diagnosisand repair.

A second generation of OBD systems (“OBD-II” systems) monitors a widerange of data that indicate the performance of the host vehicle. Forexample, these data can be analyzed to infer the vehicle's emissionperformance. In addition to emissions, OBD-II systems monitor vehiclespeed, mileage, engine temperature, and intake manifold pressure. OBD-IIsystems also query manufacturer-specific data, such as data relating tothe vehicle's engine, transmission, brakes, alarm, entertainmentsystems. OBD-II systems also monitor codes called diagnostic troublecodes, or “DTCs”, which indicate a mechanic or electrical problem withthe vehicle. DTCs are the codes that typically light a vehicle's‘service engine soon’ light. In total, OBD-II systems typically accessmore than 300 segments of data relating to the performance and make ofthe host vehicle.

In addition to the OBD-II systems, most vehicles manufactured after 1996have electronic control units (ECUs) that control internalelectromechanical actuators. Examples include ECUs that controlfuel-injector pulses, spark-plug timing, and anti-lock braking systems.Most ECUs transmit status and diagnostic information over a shared,standardized electronic buss in the vehicle. The buss effectivelyfunctions as an on-board computer network with many processors, each ofwhich transmits and receives data. The primary computers in this networkare the vehicle's electronic-control module (ECM) and power-controlmodule (PCM). The ECM typically accesses computers and microcontrollersthat monitor or control engine functions (e.g., the cruise-controlmodule, spark controller, exhaust/gas recirculator). The PCM typicallycontrols or monitors ECUs associated with the vehicle's power train(e.g., its engine, transmission, and braking systems).

When a vehicle is serviced, data from the standardized buss can bequeried using external engine-diagnostic equipment (commonly called‘scan tools’) that connect to the above-described 16-cavity electricalconnector (called an OBD-II connector for vehicles made after 1996). TheOBD-II connector is typically located under the vehicle's dashboard onthe driver's side. Data transferred through the connector to the scantool yields data that identify a status of the vehicle and whether ornot a specific component of the vehicle has malfunctioned. This makesthe service process more efficient and cost-effective.

Some manufacturers include complex electronic systems in their vehiclesto access and analyze the above-described data. These systems are notconnected through the OBD-II connector, but instead are wired directlyto the vehicle's electronic system. This wiring process typically takesplace when the vehicle is manufactured. In some cases these systemstransmit data through a wireless network.

BRIEF SUMMARY OF THE INVENTION

It is an object of the present invention to address the limitations ofthe conventional engine-diagnostic systems discussed above.Specifically, it is an object of the invention to both access and senddata over the ODB-II connector using a remote, wireless system thatconnects to the Internet using an airlink. The device used for accessingand transmitting the data is simple, low-cost, and easy-to-install.

In one aspect, the invention features a method and apparatus forremotely characterizing a vehicle's performance. The method features thesteps of: i) generating data representative of the vehicle's performancewith at least one microcontroller disposed within the vehicle; ii)transferring the data through an OBD, OBD-II or equivalent electricalconnector to a data collector/router that includes a microprocessor andan electrically connected wireless transmitter; iii) transmitting a datapacket representing the data with the wireless transmitter over anairlink, to a wireless communications system, and then to a hostcomputer; and iv) analyzing the data packet with the host computer. Onceanalyzed, the data can be used to characterize the vehicle'sperformance, e.g. evaluate the vehicle's electrical and mechanicalsystems. The data can also be used for other purposes, such as forinsurance-related issues, surveys, and vehicle tracking.

The terms ‘microcontroller’ and ‘microprocessor’ refer to standardelectronic devices (e.g., programmable, silicon-based devices) that cancontrol and/or process data. For example, a sensor disposed in thevehicle (e.g., an oxygen sensor) would be a microcontroller. “Airlink”refers to a standard wireless connection between a transmitter and areceiver.

In the above-described method, steps i)-iv) can be performed at any timeand with any frequency, depending on the diagnoses being performed. Fora ‘real-time’ diagnoses of a vehicle's engine performance, for example,the steps may be performed at rapid time or mileage intervals (e.g.,several times each minute, or every few miles). Alternatively, otherdiagnoses (e.g. a ‘smog check’ that includes inferring theconcentrations of hydrocarbons, oxides of nitrogen, or carbon monoxide)may require the steps to be performed only once each year or after alarge number of miles are driven. Steps i)-iii) (i.e. the ‘generating’,‘transferring’, and ‘transmitting’ steps) may be performed in responseto a signal sent from the host computer to the vehicle. Alternatively,the vehicle may be configured to automatically perform these steps atpredetermined or random time intervals.

The generating step typically includes generating data encoded in adigital format using the vehicle's electronic control unit (ECM) and/orpower control unit (PCM). The data, for example, describes the vehicle'smileage, exhaust emissions, engine performance, engine temperature,coolant temperature, intake-manifold pressure, engine-performance tuningparameters, alarm status, accelerometer status, cruise-control status,fuel-injector performance, spark-plug timing, and/or a status of ananti-lock braking system. The data can also be a DTC or related code.The analyzing step features extracting data from the transmitted datapacket, and then storing the data in a computer memory or database.

Once stored, the data is processed in a variety of ways. For example,the processing can simply involve determining the vehicle's odometerreading, and then comparing this reading to a schedule that listsrecommended, mileage-dependent service events (e.g., a 5000-miletune-up). Other algorithms include those that compare current data withdata collected at an earlier time to dynamically characterize theperformance of the vehicle. In another example, the algorithms comparethe data with a predetermined numerical value or collection of values.For example, the data can correspond to a level of the vehicle's exhaustemissions or mileage; these values can then be compared to predeterminedvalues for the particular vehicle to characterize its performance. Morecomplex processing can include, for example, analyzing the data with amathematical algorithm to predict the electrical or mechanicalperformance of the vehicle or a failure of a particular component.

After the processing step, the method can also include the step ofsending an electronic text, data, or voice message to a computer,cellular telephone, personal digital assistant or wireless device toalert the end-user of a potential problem. The results from the analysiscan also be displayed on similar devices connected to the World-Wide Webor the Internet.

In another embodiment, the method additionally includes the step ofsending a second data packet from the host computer system over anairlink to the wireless communications system and then to the vehicle'sdata collector/router. In this case, the second data packet is processedby the microprocessor in the data collector/router to generate a signalthat is sent to at least one of the vehicle's microcontrollers. There,the signal is processed and used, for example to adjust a setting in theparticular microcontroller. The signal can also be used to update ordistribute new software or firmware configurations to one or more of thevehicle's microcontrollers. In still other embodiments, the signal canbe used to make ‘tailored’ readings of the vehicle's diagnosticinformation, e.g. to perform complex diagnoses (sometimes called‘drilling down’) and isolate malfunctioning components in the vehicle'smechanical or electrical systems.

In another aspect, the invention features a method for sending data toan electrical system in a vehicle. The method features the steps of: i)generating with a host computer a data packet that affects at least onemicrocontroller disposed within the electrical system of the vehicle;ii) transmitting the data packet from the host computer over an airlinkto a wireless communications system and then to a data collector/router(containing a microprocessor and wireless transmitter similar to thatdescribed above) disposed in the vehicle; iii) receiving the data packetwith the wireless transmitter and sending it to the microprocessor; iv)processing the data packet with the microprocessor to generate data; andv) transmitting the data through an OBD, OBD-II or equivalent electricalconnector to the microcontroller disposed within the vehicle'selectrical system.

The invention has many advantages. In particular, wireless transmissionof a vehicle's diagnostic data makes it possible to remotely identifypotential problems without bringing the vehicle to a conventionalservice center. For example, the system can be configured so that when aDTC is generated by a vehicle the code associated with it isautomatically sent to the web sites of a service center and the vehicleowner. This way, the service center can diagnose the problem, order therequired parts, and schedule the service before the vehicle owneractually brings in the vehicle for service. In certain situations,potential problems with the vehicle can be remotely predicted andaddressed before they actually occur. Moreover, data from the vehiclecan be queried, stored and analyzed frequently and in real-time (i.e.,while the vehicle is actually in use) to provide a relativelycomprehensive diagnosis that is not possible in a conventional servicecenter.

The device used to access and transmit the vehicle's data is small,low-cost, and can be easily installed in nearly every vehicle with anOBD-II connector in a matter of minutes. It can also be easilytransferred from one vehicle to another, or easily replaced if itmalfunctions.

Communication with the vehicle's OBD buss can also be bi-directional,making it possible to actually repair certain problems remotely. This,of course, means that in some cases the vehicle's problem can be bothdiagnosed and repaired in a completely remote and unobtrusive manner.

Data transmitted from the vehicle can also be analyzed for purposesunrelated to mechanical or electrical problems. For example, the datacan be collected and analyzed in real-time to characterize drivingpatterns (e.g. a vehicle's speed), automotive part reliability, andemission characteristics. Lessors and renters of vehicles can remotelytrack mileage for billing purposes. Smog and emission certifications canbe easily done in a completely remote manner. Data can also be analyzedto determine the vehicle's approximate location as a safety oranti-theft measure.

Another advantage of the invention is that data transmitted from aparticular vehicle over a wireless airlink can be accessed and analyzedthrough the Internet without the need for expensive diagnosticequipment. Software used for the analysis can be easily modified andupdated, and then used by anyone with access to the Internet. Thisobviates the need for vehicle service centers to upgrade theirdiagnostic equipment for next-generation vehicles. The resulting data,of course, have many uses for vehicle owners, surveyors of vehicleperformance (e.g., J. D. Power), manufacturers of vehicles and relatedparts, and vehicle service centers.

Sophisticated analysis of the above-mentioned data yields informationthat benefits the consumer, vehicle and parts manufacturers, vehicleservice centers, and the environment.

These and other advantages of the invention are described in thefollowing detailed disclosure and in the claims.

BRIEF DESCRIPTION OF DRAWINGS

The features and advantages of the present invention can be understoodby reference to the following detailed description taken with thedrawings, in which:

FIG. 1 is a schematic drawing of a wireless diagnostic system inwireless contact with a system of vehicles and the Internet;

FIG. 2 is a schematic drawing of a data collector/router used in each ofthe vehicles of FIG. 1;

FIG. 3 is a flow chart describing analysis of data transmitted by thedata collector/router by the host computer of FIG. 1; and

FIG. 4 is a screen capture of a page from the Web server of FIG. 1.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 shows a wireless diagnostic system 10 that communicates with acollection of vehicles 30 using a host computer system 12 and a standardwireless communications system 15. The wireless communications system 15is, e.g., a conventional wireless telephone or paging system (e.g., BellSouth's ‘Mobitex’ System). Each vehicle 32 a, 32 b, 32 n in thecollection of vehicles 30 features a data collector/router 35 a, 35 b,35 n that queries data generated by each vehicle's ECU and OBD-IIsystems through an OBD buss. After the query, each data collector/router35 a, 35 b, 35 n receives data from the host vehicle 32 a, 32 b, 32 nand sends it as a data packet over a wireless airlink 38 to the wirelesscommunication system 15. The wireless communication system 15 features astandard hardware component 19 (e.g. a system of transmission ‘basestations’, computers, and switching and routing hardware) and softwarecomponent 17 (e.g., a paging or cellular network) that relay the datapacket through a digital line 40 to the host computer system 12.

A data collection/transmission module 20 (e.g., a digital transmissionline) in the host computer system 12 receives the data packet and thenroutes it to a microprocessor 21. The microprocessor controls adata-analysis module 22 (e.g., hardware and software for statisticalanalysis) that processes the data packet, and a data-memory module 25(e.g., a computer memory or database) that stores it. A web server 26receives the processed data from the data-analysis 22 and data-memorymodules 25 and makes it available to an Internet computer network 50through a first network connection 52. An end-user 56 accesses the dataon the web server 26 through a second network connection 54 using theInternet computer network 50.

Data packets from each data collector/router 35 a, 35 b, 35 n can alsobe accessed directly over an airlink 70 by wireless telephones 62 a, 62b, 62 n in a wireless telephone network 60. In this case each wirelesstelephone 62 a, 62 b, 62 n has an airlink modem 65 a, 65 b, 65 n thatallows the data packet to be accessed directly. Alternatively, using theairlink modem 65 a, 65 b, 65 n, the wireless telephones 62 a, 62 b, 62 ncan access processed data from the web server 26, provided they have theappropriate software (e.g., web-browsing capabilities). In this case,the web server 26 formats the data in a manner suitable to wirelessbrowsing (e.g. wireless access protocol).

The host computer system 12 typically works bi-directionally, i.e. itcan both send data to and receive data from the data collector/routers35 a, 35 b, 35 n present on each vehicle 32 a, 32 b, 32 n. For example,following a query, the host computer system 12 receives a data packetfrom a particular data collector/router. The system typically runs areal-time operating system (e.g., Windows NT® or Unix®) that managesmultiple software programs conducting different functions (e.g. dataprocessing and storage).

Data is typically sent from the host vehicle 32 a, 32 b, 32 n to eachdata collector/router 35 a, 35 b, 35 n at a predetermined time interval(e.g. a random or periodic time interval) that is programmed in eitherthe data collector/router or the actual vehicle. For example, data canbe sent on a daily basis. Alternatively, data can be queried in responseto a signal sent from the host computer system 12 to the datacollector/routers 35 a, 35 b, 35 n present on each vehicle 32 a, 32 b,32 n.

Depending on the make and model of the vehicle, the data packet cancontain hundreds of datum that describe, e.g.: i) basic properties ofthe power train (e.g., emission levels, fuel-system status, enginetemperature, speed and odometer readings, anti-lock brake status, RPMs,fuel and intake manifold pressure); and ii) manufacturer-specificinformation (e.g., status of the door locks, airbags, and entertainmentcenter). In total, for most vehicles there are typically more than 300datum that can be included in the data packet.

Certain vehicle functions can also be controlled by sending a datapacket to the vehicle. Data in the data packet can adjust, for example,settings in the ECUs and OBD-II sensors, certain engine properties, andindicator lights on the vehicle's dashboard. They can also be used toopen door locks and reconfigure the vehicle's entertainment system.

In addition, data packets routed through the wireless communicationssystem 15 can be analyzed to determine the vehicle's approximatelocation. This can be done with relatively low accuracy (within a fewmiles) by simply recording the location of a specific cellular tower inthe hardware component 17 of the wireless communications system 15 thatroutes the data packet to the host computer system 12. Recording thelocation of multiple base stations within range of the vehicle, and thenanalyzing these data using conventional algorithms (e.g.,triangulation), increases the accuracy to which the vehicle's locationis determined.

FIG. 2 shows a data collector/router 35 in electrical contact with avehicle's OBD/ECU system 100. The two systems connect through aconventional OBD-II connector 120 typically located under the vehicle'sdashboard. The data collector/router 35 is contained in a small,portable housing that plugs directly into the connector 120 and can beeasily installed and replaced.

The connector 120 has a serial, 16-cavity layout, with specificelectrical connections in separate cavities supplying data andelectrical power from the OBD/ECU system 100. The connector electricallyand mechanically matches an OBD-II interface 102 in the datacollector/router 35. Although the OBD-II connector 120 has a standardmechanical interface, data transmitted through it may have a format andpass through cavities that depend on the vehicle's make and model. Forexample, Ford and General Motors vehicles use an OBD data format calledJ1850; data in this format pass through cavities 2 and 10. Chrysler andmost European and Asian manufacturers use a data format called ISO9141-2 and pass data through cavities 7 and 15. In a third format,called J2284, data is passed through cavities 6 and 14.

The connector 120 also passes battery power (cavity 16), automobilechassis ground (cavity 4), and signal ground (cavity 5) from the OBD/ECUsystem 100 through the OBD-II interface 102 to the data collector/router35. Using these connections, a power supply 105 receives the batterypower, regulates it, and in turn drives a data processor 104 andwireless transmitter 106 within the data collector/router 35.

Once received, data is passed to the data processor 104 (e.g., amicroprocessor) that processes and formats it to form a data packet. Asan example, a data packet and specifically formatted for Bell South'swireless 900 MHz mobitex MPAK system is described in Table below. Actualdata describing the host vehicle is contained in the 516-byte data areadescribed in Table 1.

TABLE 1 description of Mobitex MPAK data packet Bytes GeneralDescription 3 source MAN (unique 24-Bit modem number) 3 destination MAN(unique 24-Bit modem number) 1 when sending: Bit 0 = use mailbox Bit 1 =return positive acknowledgment Bit 2 = use address list Bits 3-7 = 0when receiving: Bit 4 = may be ignored Bits 5-7 = traffic state 1 MPAKtype 0 or 22 address list 0 to 512 data payload

Once properly formatted as described in Table 1, the data packet ispassed from the data processor 104 to the wireless transmitter 106. Thetransmitter 106 transmits the data packet through a conventionalwireless antenna 108 over an airlink 38 to a wireless communicationssystem (15) shown in FIG. 1. The data processor 104 formats the datapacket according to the wireless communications system that transmitsit.

Once transmitted, the data packet propagates through the wirelesscommunication software and hardware components (17 and 19 in FIG. 1) ofthe communication network (e.g., the Mobitex network). Typically in thiscase the data packet is routed to a ‘point of presence’ or ‘POP’ in thenetwork, where it is then transferred over a digital line (e.g., 40 inFIG. 1) to the host computer system.

The data area described in Table 1 contains data generated by thevehicle's OBD/ECU system 100. As described above, this system 100functions effectively as an on-board computer network that generates,transmits, and receives data. For simplicity, the system 100 in FIG. 2contains two OBD-II systems 121 a, 121 b and two ECU systems 125 a, 125b; it is analogous to more complex OBD-II and ECU systems employed inactual vehicles. The OBD-II systems 121 a, 121 b are microcontrollersthat monitor the various vehicle-related properties described above. TheECU systems 125 a, 125 b receive and send data to electromechanicalactuators that control, e.g., fuel-injector pulses, spark-plug timing,and anti-lock braking systems.

The OBD-II systems 121 a, 121 b and ECU systems 125 a, 125 b arecontrolled by the vehicle's ECM/PCM 130. In some cases, the ECM/PCM 130receives data from these systems and routes it over a shared electronicOBD buss 133. Alternatively, after receiving the data the ECM/PCM 130converts it to “fail” or “malfunction” codes that are then routed overthe shared electronic buss 133. In both cases, the OBD buss seriallytransmits data to the data collector/router 35 through the electricallyconnected OBD connector 120.

Once collected and sent to the host computer system (12 in FIG. 1), thedata packet can be analyzed in a variety of different ways. As anexample, FIG. 3 shows a flow chart describing one method 150 of how datais analyzed and then made available to end-users through the Internet. Awide number of different data-analysis methods are possible; the oneshown in FIG. 3 was chosen because of its simplicity.

In the data-analysis method 150, the host computer system receives adata packet from the vehicle through the wireless communications network(step 152). The data packet has a format shown, e.g., in Table 1 above,and contains a wide range of information that characterizes thevehicle's performance. Once received, the packet is analyzed and anodometer reading (e.g., mileage) from the vehicle is extracted (step154). If necessary, the microprocessor then scales the odometer reading(e.g., converts kilometers to miles) or converts the format used in thedata packet (e.g., a manufacturer-specific format) to one that is easilyrecognized by the end-user (step 156). At this point the odometerreading and other data within the data packet are distributed and storedin the data-memory module (e.g. a database) of the host computer system(step 158). Some data may be simply disregarded during this step. Thisportion (steps 152, 154, 156, and 158) of the method may be repeated atthis point to generate additional data.

All the data (e.g. the vehicle's mileage collected at different time ormileage intervals) can be posted directly on a Web page on the Webserver (step 162) where it is accessible by the end-user through theInternet. The data can also be analyzed further. For example, a currentodometer reading can be compared to one recorded at an earlier date(step 160) to determine how many miles the vehicle has traveled sinceits last oil change. If this value exceeds that recommended for theparticular vehicle, the host computer system can notify the user throughelectronic mail that the vehicle requires service (step 164). The method150 can also be used to remotely adjust settings in the vehicle's OBD-IIsystems. For example, at this point the host computer system could senda data packet to the vehicle to reset the trip odometer to a new value(step 166).

FIG. 4 shows a sample Web page 200 from a Web server that displays dataprocessed using a method similar to that shown in FIG. 3. Access to Webpage is typically password-protected, thereby only allowing end-userswith the correct password to access data for a particular vehicle.

The Web page 200 features a region 202 that describes the owner of thevehicle and its make and model. The page 200 also has a region 204 thatdescribes the time, date, and odometer readings registered at its lastupdate. Data describing vehicle problems (e.g., engine faults, coolantand brake fluid levels, emission status) that may require immediateattention are displayed in region 206. Data used to diagnose the overallcondition of the vehicle (e.g., brake and transmission status, wheelalignment) are displayed in region 208. More data relating to theseproperties can be obtained by clicking the appropriate buttons(“Diagnostic Details”, “Diagnostic Codes”) in this region. The page 200also includes a region 210 that provides the approximate location of thevehicle. As described above, the vehicle's location is determined byrecording the location of one or more base stations used to send thelatest data packet through the wireless communications system. The pagealso includes a region 212 that features data describing the generalhistory and maintenance of the vehicle. A related region 214 describesparts for the particular vehicle that have been recently recalled. Aregion 216 describes the locations of parts dealers and local servicestations for the particular vehicle, while the region 218 providesaccess to features that may affect travel, such as weather, traffic,road conditions, and the status of the vehicle's registration.

Other embodiments are within the scope of the invention. For example,the components used in the data collector/router (particularly thewireless transmitter) may be optimized for different types of wirelesscommunications systems. These systems include wireless telephone andpaging systems, Bluetooth®, and similar systems. Similarly, the formatof the data packet may also be adjusted for transmission over differenttypes of networks. In general, any components in the datacollector/router, and any format of the data packet, can be used toaccomplish the general method of the invention.

Likewise, a wide range of mathematical algorithms can be used to analyzedata once it is extracted from the data packets. These algorithms rangefrom the relatively simple (e.g., lessors and renters determining themileage on a vehicle for billing purposes) to the complex (e.g.,predictive engine diagnoses using ‘data mining’ techniques). Dataanalysis may be used to characterize an individual vehicle as describedabove, or a collection of vehicles. Algorithms used to characterize acollection of vehicles can be used, for example, for remote vehicle orparts surveys, to characterize emission performance in specificgeographic locations, or to characterize traffic.

Other embodiments of the invention include algorithms for analyzing datato characterize vehicle accidents and driving patterns for insurancepurposes; algorithms for determining driving patterns for use-basedleasing; and algorithms for recording vehicle use and driving patternsfor tax purposes. In general, any algorithm that processes datacollected with the above-described method is within the scope of theinvention.

Similarly, the temporal or mileage frequency at which data is collectedcan be adjusted to diagnose specific types of problems. For example,characterization of certain types of vehicle performance indicators,such as emissions, may need to be monitored relatively frequently. Otherproperties, such as mileage and fluid levels, may only need to bemonitored every few days, or in some cases just a few times each year.

Once the data is analyzed, the Web page used to display the data cantake many different forms. Different Web pages may be designed andaccessed depending on the end-user. For example, individual users mayhave access to Web pages for their particular vehicle. Conversely,vehicle service providers (e.g. providers that change oil or certify avehicle's emissions) may have access to Web pages that contain data(e.g., mileage and emissions data) from a wide range of vehicles. Thesedata, for example, can be sorted and analyzed depending on vehicle make,model, and geographic location. Web pages may also be formatted usingstandard wireless access protocols (WAP) so that they can be accessedusing wireless devices such as cellular telephones, personal digitalassistants (PDAs), and related devices.

In other embodiments, additional hardware can be added to the in-vehicleunit. For example, hardware for global-positioning systems (GPS) may beadded so that the location of the vehicle can be monitored along withits data.

In other embodiments, data from the data collector/router in the vehiclecan be analyzed and used for: remote billing/payment of tolls; remotesmog and emissions checks; remote payment of parking/valet services;remote control of the vehicle (e.g., in response to theft ortraffic/registration violations); and general survey information.

Still other embodiments are within the scope of the following claims.

What is claimed is:
 1. A method for characterizing a vehicle'sperformance, comprising the steps of: retrieving data representative ofthe vehicle's performance through the vehicle's OBD or OBD-II connectoraccording to a communication protocol at a predetermined time intervalwith a data collector/router comprising: i) an electrical connector thatconnects to the OBD or OBD-II connector; ii) a microprocessor configuredto retrieve and transmit data at the predetermined time interval, andiii) a wireless transmitter in electrical contact with themicroprocessor; wirelessly transmitting the data with the wirelesstransmitter to a wireless communications system and then to a hostcomputer; and analyzing the data with the host computer.
 2. The methodof claim 1, wherein the data is serially transferred through an OBD-IIconnector to the data collector/router.
 3. The method of claim 2,wherein the protocol used to transfer data through the OBD-II connectoris J1850, ISO 9141-2, J2284, or equivalents thereof.
 4. The method ofclaim 1, wherein the generating step further comprises generating dataencoded in a digital format using an electronic control unit and/orpower control unit.
 5. The method of claim 4, wherein the generatingstep further comprises generating data that describes at least one ofthe vehicle's mileage, exhaust emissions, engine performance, enginetemperature, coolant temperature, intake-manifold pressure,vehicle-identification number, engine-performance tuning parameters,alarm status, accelerometer status, fuel-injector performance,spark-plug timing, and a status of an anti-lock braking system.
 6. Themethod of claim 1, wherein the analyzing step further comprisesextracting data from the data packet corresponding to a specificproperty of the vehicle and storing the data in a computer memory ordatabase.
 7. The method of claim 6, wherein the analyzing step furthercomprises processing the data stored in the computer memory or databasewith an algorithm.
 8. The method of claim 7, wherein the processingfurther comprises analyzing the data with a mathematical algorithm tocharacterize or predict the electrical or mechanical performance of thevehicle.
 9. The method of claim 7, wherein the processing furthercomprises comparing the data with data collected at an earlier time tocharacterize or predict the performance of the vehicle.
 10. The methodof claim 7, wherein the processing further comprises comparing the datawith a predetermined numerical value or collection of values tocharacterize the performance of the vehicle.
 11. The method of claim 7,wherein the data corresponds to a level of exhaust emissions for thevehicle, and the processing comprises comparing the level of exhaustemissions to a predetermined value for the particular vehicle tocharacterize the performance of the vehicle.
 12. The method of claim 7,wherein the data corresponds to a mileage for the vehicle, and theprocessing comprises comparing the mileage to a predetermined value forthe particular vehicle to characterize the performance of the vehicle.13. The method of claim 1, further comprising sending an electronictext, data, or voice message to a computer, cellular telephone, orwireless device after the data is analyzed.
 14. The method of claim 1,further comprising displaying results from the analysis on a computer,cellular telephone, or wireless device connected to the World-Wide Webor the Internet.
 15. The method of claim 1, wherein the results aredisplayed on a page on the World-Wide Web or the Internet.
 16. Themethod of claim 1, wherein the method further comprises the step ofwirelessly sending a second data packet from the host computer system tothe wireless communications system and then to the data collector/routerdisposed in the vehicle.
 17. The method of claim 16, wherein the seconddata packet is processed by the microprocessor in the datacollector/router to generate a signal, and the signal is sent to atleast one microcontroller disposed within the vehicle.
 18. The method ofclaim 17, wherein the signal is processed by the microcontroller andused to adjust it.
 19. A system for characterizing a vehicle'sperformance comprising: a data collector/router comprising: anelectrical connector configured to connect to the vehicle's OBD orOBD-II connector; a microprocessor in electrical contact with theelectrical connector, the microprocessor configured to retrieve datagenerated by the vehicle at a predetermined time interval; and awireless transmitter configured to receive the data from themicroprocessor and wirelessly transmit it to a network; a first computersystem comprising a processor configured to receive the data from thenetwork; and a second computer system configured to analyze the data.20. The system of claim 19, wherein the data collector/router isconfigured to serially transfer data through an OBD-II connector to thedata collector/router.
 21. The method of claim 19, wherein the datacollector/router is configured to transfer data using a J1850, ISO9141-2, or J2284 protocol, or an equivalent thereof.
 22. The system ofclaim 19, wherein the processor in the host computer system isconfigured to analyze the data with a mathematical algorithm to predictor characterize the performance of the vehicle.
 23. The system of claim19, wherein the processor in the host computer system is configured tocompare the data with other data from a data packet collected from thevehicle at an earlier time to characterize the performance of thevehicle.
 24. The system of claim 19, wherein the processor in the hostcomputer system is configured to compare the data with a predeterminednumerical value or collection of values to characterize the performanceof the vehicle.
 25. The system of claim 19, wherein the data correspondsto a level of exhaust emissions for the vehicle, and the processor inthe host computer system is configured to compare the level of exhaustemissions to a predetermined value for the particular vehicle tocharacterize the performance of the vehicle.
 26. The system of claim 25,wherein the data is analyzed to infer the concentration of hydrocarbons,oxide of nitride, or carbon monoxide emitted from the vehicle.
 27. Thesystem of claim 19, wherein the data corresponds to a mileage for thevehicle, and the processor in the host computer system is configured tocompare the mileage to a predetermined value for the particular vehicleto characterize the performance of the vehicle.
 28. A system forcharacterizing a vehicle's performance comprising a datacollector/router comprising: an electrical connector configured toconnect through the vehicle's OBD or OBD-II connector; a microprocessorin electrical contact with the electrical connector, the microprocessorconfigured to retrieve data generated by the vehicle at a predeterminedtime interval; and a wireless transmitter configured to receive the datafrom the microprocessor and wirelessly transmit it to a network.
 29. Thesystem of claim 28, wherein the microprocessor is additionallyconfigured to serially transfer data through the OBD, OBD-II orequivalent electrical connector.
 30. The method of claim 29, wherein themicroprocessor is configured to transfer data using a J1850, ISO 9141-2,or J2284 protocol, or an equivalent thereof.
 31. A system forcharacterizing a vehicle's performance comprising a datacollector/router comprising: an on-board diagnostic connector configuredto connect to a serial connector located in the vehicle's interior; amicroprocessor in electrical contact with the on-board diagnosticconnector, the microprocessor configured to retrieve data generated bythe vehicle at a predetermined time interval; a wireless transmitterintegrated in the data collector/router configured to receive the datafrom the microprocessor and wirelessly transmit it to a network; and ahousing containing the microprocessor and the wireless transmitter. 32.The system of claim 31, wherein the serial electronic connector islocated underneath the vehicle's steering column.
 33. The system ofclaim 31, wherein the microprocessor is additionally configured toserially transfer data through the serial connector.
 34. The method ofclaim 33, wherein the microprocessor is configured to transfer datausing a J1850, ISO 9141-2, or J2284 protocol, or an equivalent thereof.35. A method for sending data to an electrical system in a vehicle,comprising the steps of: generating with a host computer data thataffects at least one microcontroller disposed within the electricalsystem of the vehicle; wirelessly transmitting the data from the hostcomputer to a wireless communications system and then to a datacollector/router disposed in the vehicle, the data collector/routercomprising: i) an electrical connector that connects to an OBD or OBD-IIconnector and comprises electrical connections for multiple vehiclemodels; ii) a microprocessor, and iii) a wireless transmitter inelectrical contact with the microprocessor; receiving the data with thewireless transmitter; sending the data from the wireless transmitter tothe microprocessor; processing the data with the microprocessor togenerate processed data; and transmitting the processed data through theelectrical connector to the microcontroller disposed within thevehicle's electrical system.
 36. A method for characterizing a vehicle'sperformance, comprising the steps of: retrieving data representative ofthe vehicle's performance through an OBD or OBD-II connector at apredetermined time interval with a data collector/router comprising: i)an electrical connector that connects to the OBD or OBD-II connector andcomprises electrical connections for multiple vehicle models; ii) amicroprocessor, and iii) a wireless transmitter in electrical contactwith the microprocessor; generating data representative of the vehicle'slocation with a global positioning system disposed within the vehicle;wirelessly transmitting a first set of data representative of thevehicle's performance with the wireless transmitter to a wirelesscommunications system and then to a host computer; wirelesslytransmitting a second set of data representative of the vehicle'slocation with the wireless transmitter to a wireless communicationssystem and then to a host computer; analyzing the first and second setsof data with the host computer to generate analyzed data; and displayingthe analyzed data on one or more web pages accessible on the internet.